Changes make for a pleasant surprise

Originally published: August 13, 2009

SMALL

MEDIUM

LARGE

The previous Equinox was somewhat of an enigma — it was capable of doing everything its immediate competitors did, but, somehow, it never managed to get potential customers to warm up to it. The latest version, while based on essentially the same platform, is a very different vehicle. It now has road presence and an interior that looks as though it was hijacked from a high-end vehicle.

The dash, for example, is very different. In the past, GM’s instrument panels looked as though a committee designed them — there were so many different bits it all looked cobbled together. The Equinox arrives with a layout that is as elegant as it is functional. The fact the materials are a cut above what’s expected (the two-tone black/light grey leather in the LTZ underscored the rich feel) came as a pleasant surprise.

The tester also arrived with just about every comfort/power convenience available. The navigation system ($3,345) is a snap to program and it features a 40-gigabyte hard drive that also holds one’s personal music collection, the audio package filled the cabin with superior sound — credit the Pioneer speakers — and there was a needed ultrasonic backup system complete with camera.

The rear environment follows the lead. The reclining rear seats are, in a departure from the SUV norm, comfortable as they offer better than average support, even in the middle position. The flat floor (there is no central tunnel intrusion) then gives the fifth rider some foot space. The seat also slides back and forth by 200 millimetres, which maximizes legroom or increases cargo capacity. The storage space maxes out at 31.4 cubic feet with the 60/40-split/folding rear seats upright and 63.7 cu. ft. with them folded flat.

There’s also a neat feature and a dumb move. The ability to adjust the opening height of the power liftgate is handy, but the crossbars needed to make the side roof rails more than decorative are an option ($190).

The Equinox tested arrived with GM’s new 2.4-litre four-cylinder engine.

With direct injection and variable valve timing on both the intake and exhaust cams, it is state of the art. The 182 horsepower and 172 pound-feet of torque on tap delivered a respectable launch and decent mid-range passing power — nobody is going to be bowled over by the turn of speed, but for most eventualities, it’s up to snuff. GM claims a zero-to-100-kilometres-an- hour time of 8.7 seconds for the four, which is about a second slower than the optional 264 hp, 3.0L, direct-injection V6 engine.

The four is also quiet for the most part — there was a resonance around 4,000 rpm I did not like. However, for the rest of the time, its sound was muted. A noise cancellation system, similar to that employed by racket-hiding headphones, cancels out the more obnoxious sounds. Throw in the generous sound-deadening materials and the Equinox is quieter than it competitors.

The four-cylinder tester was teamed with a six-speed manumatic. Sadly, the manual side only works when the shifter is in the manual position, which negates much of its advantage. Likewise, the upshift/downshift rocker switch, which is mounted on the side of the shifter handle, makes changing gears a clumsy proposition. The other hiccup comes right out of Toyota’s playbook — whenever the manual mode is engaged, the transmission automatically downshifts to fourth gear. In many cases, fifth gear (and, occasionally, sixth) would be more appropriate. Ultimately, it all means the manual side will see limited, if any, use.

The powertrain has been tuned to maximize fuel economy (there is an Eco function that forces even shorter upshifts than the normal mode — its use is not recommended). A test average of 10.6 litres per 100 km proved the setup works.

From the transmission, the tester’s power was fed to the road through large P225/65R17 tires and the optional all-wheel-drive system (a steep $1,610).

It functions well, as the redistribution of power is both seamless and smooth. If the all-wheel-drive system is not enough to quell unwanted wheelspin, the Equinox simply calls upon StabiliTrak — GM’s sophisticated traction/stability control system.

Ride-wise, the Equinox follows the SUV norm. The cushy suspension makes light work of a rough road, which underscores the comfort side. On the other hand, there is a degree or three of body roll when the Equinox is driven enthusiastically. The latter is more an observation than a knock, as the amount of roll tends to be exaggerated by the tall seating position. On the plus side, the steering is blessed with better than average feel and feedback, and this in spite of its electric assist. In fact, there was but one minor nit to pick: The steering wheel takes a lot of shuffling in a tight parking lot — 3.5 turns from lock to lock.

The Equinox proved to be a pleasant surprise — it is now a vehicle that’s easy to warm up to. It has the required flexibility and utility, decent power and the right sort of economy.